DAMPSKIBSSELSKABET NORDEN A/S. Annual Report 2015

Transcription

1 DAMPSKIBSSELSKABET NORDEN A/S Annual Report 2015

2 Contents Management commentary Key figures and financial ratios at a glance 4 Highlights 5 Strategy 6 Financial position 8 Outlook for Value creation 10 Asset Management 11 Cost focus and technical operation 14 Risk management 16 Dry Cargo 18 Tankers 24 Organisation 30 Corporate governance 32 Board of Directors 34 Senior Management 35 Management 36 Shareholder issues 38 Corporate Social Responsibility 40 Signatures 42 Consolidated financial statements Income statement 45 Statement of comprehensive income 45 Statement of financial position 46 Statement of cash flows 47 Statement of changes in equity 48 Notes to the financial statements contents 49 Notes to the financial statements 50 Significant accounting policies 50 Financial risk management 51 Parent company financial statements Income statement 91 Statement of financial position 92 Statement of changes in equity 94 Notes to the financial statements 95 Accounting policies 95 Definitions of key figures and financial ratios 104 Technical terms and abbreviations 105 Cover photo: The Handysize product tanker NORD HUMMOCK passes through the Great Belt, Denmark, in July 2015 on her way to Rotterdam with a cargo of 35,000 tonnes of fuel oil. Photo: Anand Neil

3 Dry Cargo Tankers Panamax Total number of vessels 55.5 Owned vessels 4 Chartered vessels 51.5 Length metres Width 32 metres Cargo capacity (deadweight) 70,000-85,000 tonnes Areas of operation The whole world Cargoes Iron ore, coal, grain, bauxite, cement and slags Customers Steel works, mining companies, power plants, cement producers, grain traders and trading houses Average age owned vessels 9.4 years Total number of Panamax vessels in the global fleet 2,033 Average age of Panamax in the global fleet 8.9 years MR Total number of vessels 28 Owned vessels 9 Chartered vessels 19 Length metres Width 32 metres Cargo capacity (deadweight) 45,000-50,000 tonnes Areas of operation The whole world Cargoes Refined oil products such as fuel oil, gas oil, gasoline, naphtha and jet fuel Customers Oil majors and oil traders Average age owned vessels 2.8 years Total number of MR vessels in the global fleet 1,239 Average age of MR in the global fleet 8.4 years Supramax Total number of vessels 76.6 Owned vessels 4 Chartered vessels 72.6 Length metres Width 32 metres Cargo capacity (deadweight) 50,000-62,000 tonnes Areas of operation The whole world Cargoes Iron ore, coal, grain, cement, sugar and fertiliser Customers Steel works, mining companies, power companies, grain traders, trading houses, producers of cement, sugar and fertiliser Average age owned vessels 6.6 years Total number of Supramax vessels in the global fleet 3,310 Average age of Supramax in the global fleet 8.1 years Handysize Total number of vessels 16 Owned vessels 13 Chartered vessels 3 Length metres Width metres Cargo capacity (deadweight) 37,000-40,000 tonnes Areas of operation The whole world Cargoes Refined oil products such as fuel oil, gas oil, gasoline, naphtha and jet fuel Customers Oil majors and oil traders Average age owned vessels 7.4 years Total number of Handysize vessels in the global fleet 511 Average age of Handysize in the global fleet 11.4 years Dry Cargo Capesize Total number of vessels 3 Owned vessels 2 Chartered vessels 1 Length 290 metres Width 45 metres Cargo capacity (deadweight) 170, ,000 tonnes Areas of operation The whole world Cargoes Iron ore and coal Customers Steel works, mining companies and power plants Average age owned vessels 11 years Total number of Capesize vessels in the global fleet 1,506 Average age of Capesize in the global fleet 7.9 years Post-Panamax Total number of vessels 8.6 Owned vessels 4 Chartered vessels 4.6 Length Width Cargo capacity (deadweight) Areas of operation Cargoes metres 43 metres 110, ,000 tonnes The whole world Iron ore and coal Customers Steel works, mining companies and power plants Average age owned vessels 5.5 years Total number of Post-Panamax vessels in the global fleet 533 Average age of Post-Panamax in the global fleet 5.8 years Handysize Total number of vessels 40.1 Owned vessels 12 Chartered vessels 28.1 Length metres Width metres Cargo capacity (deadweight) 28,000-38,000 tonnes Areas of operation The whole world Cargoes Iron ore, coal, grain, steel, cement, sugar and fertiliser Customers Steel works, mining companies, power companies, grain traders, trading houses, producers of cement, sugar and fertiliser Average age owned vessels 4.2 years Total number of Handysize vessels in the global fleet 2,654 Average age of Handysize in the global fleet 9.7 years Number of vessels in NORDEN s fleet: dry cargo vessels and 44 tanker vessels Notes: All data as per 31 December Source - global fleet data/dry Cargo: Clarksons. Source - global fleet data/tankers: SSY.

4 2 MANAGEMENT COMMENTARY / CONTENTS 977 Employees 228 Vessels 1.6 Established and listed in 1871 Global activities within Dry cargo transport of commodities such as coal, grain, iron ore, etc. Product tankers transport of refined oil products Flexible business model of owned and chartered vessels Owns 50% of Norient Product Pool, NPP, one of the world s largest operators of product tankers Share listed on NASDAQ Copenhagen A/S billion USD in revenue 15,895 registered shareholders Mission Our business is global tramp shipping. We seek excellence through a dedicated team effort from competent and motivated people. With ambition, reliability, flexibility and empathy, we focus on customers who benefit from our constant commitment to being an independent long-term partner. continue our long history of building valued relationships with shipowners and shipyards. We will maintain a large modern fleet of owned and chartered tonnage, and in a volatile market we manage risks to constantly be able to develop our business and create shareholder value. Vision The preferred partner in global tramp shipping Unique people Open minded team spirit Number one Values Flexibility Adapt and find better solutions Reliability Honest, good intentions and no cheating Empathy Respect diversity in people and opinions Ambition Think ambition into every activity

5 KEY FIGURES AND FINANCIAL RATIOS / MANAGEMENT COMMENTARY 3 Key figures and financial ratios Amounts in USD million Income statement Revenue 1, , , , ,272.8 Costs -1, , , , ,086.4 Earnings before depreciation, etc. (EBITDA) (excl. provision) Provision (excl. joint ventures) Earnings before depreciation, etc. (EBITDA) Profits from the sale of vessels, etc Depreciation and write-downs Earnings from operations (EBIT) Fair value adjustment of certain hedging instruments Net financials Earnings before tax Results for the year Results for the year for the NORDEN shareholders Statement of financial position Non-current assets , , , ,634.4 Total assets 1, , , , ,350.3 Equity (including minority interests) , , , ,994.4 Liabilities Invested capital , , , ,752.3 Net interest-bearing assets Cash and securities Cash flows From operating activities From investing activities hereof investments in property, plant and equipment From financing activities Change in cash and cash equivalents for the year Financial and accounting ratios Share-related key figures and financial ratios: No. of shares of DKK 1 each (including treasury shares) 42,200,000 42,200,000 43,000,000 43,000,000 43,000,000 No. of shares of DKK 1 each (excluding treasury shares) 40,467,615 40,460,055 40,770,988 41,277,839 41,213,922 No. of treasury shares 1,732,385 1,739,945 2,229,012 1,722,161 1,786,078 Earnings per share (EPS) (DKK) -7,0 (-47) -10,3 (-58) -1,2 (-7) -6,8 (-39) 2,1 (11) Diluted earnings per share (diluted EPS) (DKK) -7,0 (-47) -10,3 (-58) -1,2 (-7) -6,8 (-39) 2,1 (11) Dividend per share, DKK Book value per share (DKK) 21,2 (144) 28,2 (172) 39,4 (213) 40,9 (231) 48,4 (278) Share price at year-end, DKK Price/book value Other key figures and financial ratios: EBITDA ratio 1.2% -12.8% 1.1% 6.9% 8.2% ROIC -10.6% -26.7% -3.8% 2.3% 6.5% ROE -28.6% -30.3% -2.9% -15.1% 4.4% Payout ratio (excluding treasury shares) 1) neg. neg. neg. neg. 35.0% Equity ratio 53.3% 64.1% 77.9% 83.0% 84.9% Total no. of ship days for the Group 75,763 83,866 90,069 84,028 78,526 USD rate at year-end Average USD rate The ratios were computed in accordance with "Recommendations and Financial Ratios 2015" issued by the Danish Association of Financial Analysts. However, "Profits from the sale of vessels, etc." is not included in EBITDA. Please see definitions in the section Definitions of key figures and financial ratios. The figures are adjusted for the Company s holding of treasury shares. 1) The payout ratio was computed based on proposed dividends for the year, including extraordinary dividends paid during the year.

6 4 MANAGEMENT COMMENTARY / 2015 AT A GLANCE 2015 at a glance 2015 results Results for the year Cash flows from operations Financial position Cash and securities Undrawn credit facilities Outstanding yard payments USD million 750 USD million Of which write-down and provision of USD 340 million USD million Annual cost improvement 9 USD million Change in exposure to the dry cargo market in 2016 and % NORDEN earnings compared to the market (1-year T/C) Distribution of fleet value Dry Cargo +37% Dry Cargo, USD 579 million Tankers, USD 574 million Tankers +27%

7 HIGHLIGHTS / MANAGEMENT COMMENTARY 5 Historically miserable dry cargo market record result in tanker A historically miserable dry cargo market has had a very clear impact on the results for the year, which amounted to an unsatisfactory loss of USD 285 million, and were thus in line with the most recently announced expectations, as EBIT totalled USD -282 million. The results were impacted by a write-down and provision of a total of USD 340 million, which NORDEN made based on heavily decreasing ship values and the prospect of a continued very weak dry cargo market. Against this background, the Board of Directors proposes that no dividend is paid out for The dry cargo sector is undergoing structural changes with no growth in demand for seaborne transportation as a consequence of China s transformation from an industry-driven to a service-driven economy. This slowdown in the heavy industry in China is more pronounced than expected and has dealt a heavy blow to the dry cargo market and, thereby to NORDEN in a time, where the world fleet continues to grow due to a sizeable number of newbuilding deliveries until This has led to considerable excess tonnage capacity, which can only be expected to be reduced gradually as a result of scrapping of old vessels. The result before write-down and provision amounted to USD 55 million, not least owing to a record result (EBIT) of USD 117 million from NORDEN s tanker activities, where the Company with low coverage was well positioned to take advantage of the strong tanker market. This was, however, not enough to offset the EBIT result from NORDEN s dry cargo activities, which including write-down and provision constituted a loss of USD 386 million. The underlying operating result for Dry Cargo came to a loss of USD 8 million before write-down, provision and vessel sales. TCE earnings in both Tankers and Dry Cargo were considerably above the market. On average the tanker fleet generated earnings 27% above the 1-year T/C rates, while earnings from dry cargo activities with high coverage and good operation were 37% above the 1-year T/C rates. Just as important, cash flows from operations amounted to USD 77 million, which provides comfort in difficult times. NORDEN has focused its efforts on improving the Company s position and adjusting the exposure to the very different market conditions: The core fleet has been adjusted. 9 vessels were sold corresponding to 15% of the owned fleet at the beginning of the year. Combined with increased coverage, the number of open ship days in dry cargo has been reduced by 24% for 2016 and NORDEN has reduced the charter-in costs by entering into attractive agreements with shipowners on prepayments of part of the hire in return for future hire reductions. The Company s total net commitments, including bank debt, lease liabilities and newbuilding payments, have been reduced by 21% compared to last year. Cash and securities have increased by USD 127 million to USD 366 million by the end of the year. To this should be added undrawn credit facilities of USD 297 million. A new strategy with increased customer focus has been initiated, business procedures have been simplified, and annual savings of USD 9 million on the vessels operating and voyage related costs have been identified and achieved. With the new strategy Focus & Simplicity, NORDEN focuses its efforts within areas, where the Company already holds a strong position. This involves focus on fewer vessel types, intensified customer focus including more regional offices and offering increased flexibility and reliability to customers. The starting point is good: NORDEN is financially sound and has a modern fleet and a very skilled organisation. NORDEN will thus weather this storm as well the Company has, after all, experienced a few of these during its 145 years in the business. For 2016, NORDEN expects a continued very difficult dry cargo market, and the year has indeed started out with falling rates resulting in new record lows. The tanker market is expected to remain healthy, although at a slightly lower level than in NORDEN s future guidance will be based on the adjusted results for the year (see page 9), and the Company expects a result of USD -60 to 30 million for Key figures for the quarters Q4 Q1 Q2 Q3 Q4 Total USD million EBITDA Profits/loss from the sale of vessels etc Depreciation and write-downs EBIT Results for the period Cash flows from operating activities

8 6 MANAGEMENT COMMENTARY / STRATEGY Strategy New strategy in place Focus on fewer vessel types Purchase and sales activities combined in 1 unit In 2015, the Company carried out a strategy process that resulted in the strategy Focus and Simplicity. The overall business model with activities within both Dry Cargo and Tankers was confirmed. A key part of the new strategy is the focus of resources and investments in business areas where NORDEN with a talented and global organisation close to its customers can create the most value for its shareholders. As a consequence, the Company will focus its ownership on 4 vessel types in the future 2 in dry cargo and 2 in the product tanker segment. Value creation in NORDEN continues to be based on both parts of the business model Exploiting the cycle and Value creation throughout the cycle (see figure on page 7), but the choice of segments is driven by a wish to maximise the opportunities to create value beyond what is driven by the long-term market conditions. Dry Cargo The strategy process has uncovered that within Dry Cargo, NORDEN has the best performance compared to the market in the vessel types Supramax and Panamax. Going forward, NORDEN will focus its investments on these vessel types, where NORDEN has the greatest opportunities to utilise its organisation and competencies. Within Supramax and Panamax, and based on an extensive network of local offices on 5 continents, thorough market knowledge and a good reputation, NORDEN will be best able to develop its already strong position. The aim is to make NORDEN Global Industry Leader within Supramax and Panamax. By concentrating efforts and investments, the Company will gain better access to cargoes and, thereby, to business opportunities. At the same time, NORDEN is improving its market insight and, in this way, improving the Company s basis for decision-making. By operating a larger fleet consisting of these 2 vessel types, NORDEN will be able to meet the customers need for flexi-

9 STRATEGY / MANAGEMENT COMMENTARY 7 bility and reliability to an even greater extent, and moreover NORDEN s customers are typically not asking for NORDEN to be operating all vessel types. To supplement the Supramax and Panamax business areas, NORDEN will maintain its operation of Handysize vessels, where a considerable overlap and synergies with Supramax are present in terms of expertise and customers. No further investments will be made in Capesize, Post-Panamax and Handysize. However, the timing for phasing out these vessel types from the core fleet has not yet been pinned down: The chartered vessels will be redelivered when their contracts expire, and owned vessels will be sold when it makes commercial and financial sense. Over time, profits from sales will be reinvested in Panamax and Supramax. Tankers In Tankers, the vessel types Handysize and MR will continue to be in focus, and also here the ambition is to be the customers first choice. The operation of NORDEN s product tankers continues to be managed by Norient Product Pool, which NORDEN owns 50% of. During its 10 years of existence, Norient Product Pool has grown to become one of the largest product tanker pools in the world. With an extensive fleet, a strong brand and a global network of offices staffed by talented employees, it has managed to consistently generate earnings that lie significantly above market average. Investments will be focused on Handysize and MR tonnage, and the small position that the Company holds within the vessel type LR1 will not be extended. Asset Management A considerable part of the opportunities for value creation in the shipping industry lies in adjusting the exposure to the overall market developments ( Exploiting the cycle ), and NORDEN will continue its activities within purchase and sale of vessels as well as long-term charter procurement. In 2015, management of these business functions for both dry cargo and product tankers has been combined in the function Asset Management. The establishment of this new unit ensures a better foundation for consistent investment assessments as well as optimisation of the invested capital between the 2 segments Dry Cargo and Tankers. At the same time, the unit brings together the expertise and the relations with external partners, ensuring faster and more efficient identification and execution of opportunities. Cost focus As a part of the strategy, costs remain in sharp focus. During the autumn of 2014, the Company initiated a cost-saving programme that will reduce the vessels annual operating expenses and voyage costs by USD 20 million over a 3-year period. See also Cost focus and technical operation, pages NORDEN's business model Exploiting the cycle Taking a view on the fundamental market and adjusting our exposure Creating value throughout the cycle Creating value above industry level irrespective of market conditions Levers: Commercial operations: Optimisation around cargo contracts (Dry Cargo) Short-term T/C in/out Optimisation of trade composition and positioning Exploitation of seasonality and volatility Vessel selection Voyage execution incl. fuel optimisation Cost efficiency Why we succeed: Skilled and experienced staff Close customer relationships Economies of scale Optimised systems and processes Strong brand Levers: Owned vessels Long-term T/C in Long-term coverage Financial gearing Why we succeed: Fast and consistent decision making Good relationships with tonnage providers Long-term player Financial strength Efficient execution of decisions

10 8 MANAGEMENT COMMENTARY / FINANCIAL POSITION Financial position Solid financial resources Positive cash flows from operations Reduced net commitments Capital structure incl. items outside balance sheet Net commitments NORDEN has solid financial resources. At yearend, the Company had cash and securities totalling USD 366 million, and to this should be added undrawn credit facilities of USD 297 million. Outstanding payments on vessels and newbuildings as of 31/ amounted to USD 283 million. Positive cash flows from operations On the basis of a strong tanker market, good operation of vessels and general cost consciousness within the whole organisation, NORDEN was able to generate a positive cash flow from operations of USD 77 million in a year that offered historically poor rates in dry cargo. operations, the improvement is also a result of active adjustment of the order book, where some newbuildings for delivery have been sold, and the time of delivery of certain owned and chartered vessels has been postponed (see Asset Management pages 11-13). Capital structure provides opportunities With its capital structure, NORDEN has considerable resources at its disposal not just for withstanding the current difficult dry cargo market, but also for taking advantage of the opportunities that arise for example exploitation of the historically low vessel values to increase the size of the fleet with secondhand vessels. Market Cap. 42% 58% During 2015, NORDEN has reduced its T/C commitments and incurred payments for newbuildings without increasing net debt. At year-end, the Company s total liabilities amounted to USD 989 million, which is a decrease of 21% compared to the previous year. Besides the positive cash flows from Tanker The exact timing of such investments is, however, still subject to uncertainty, and NORDEN s current fleet and capital structure already contain exposure towards future improvements. In addition, NORDEN s solid financial position will be utilised actively in day-to-day operations and in obtaining new contracts. Outstanding payments for newbuildings covered USD million Cash and securities Undrawn credit facilities Outstanding payments for newbuildings Liabilities relating to newbuilding programme as of Year USD million Total 283 Note: NORDEN's share of JV is included Net commitments (at year-end), USD million Adjusted net interest-bearing assets* -6-6 T/C liabilities** -1,372-1,542 Payments for newbuildings less proceeds from vessel sales** Contractually secured inflows of earnings** (T/Cs and COAs) Net commitments ,257 * Adjusted for prepayments on vessel purchases and currency swaps ** Present values

11 OUTLOOK FOR 2016 / MANAGEMENT COMMENTARY 9 Outlook for 2016 Dry cargo market suffering on several fronts Continued good tanker market Lower capacity costs affect the result positively 2016 is expected to offer a continuingly very challenging dry cargo market and a good tanker market, which, however, may come under pressure due to increasing newbuilding deliveries particularly in the second half-year. On that background, NORDEN s adjusted results for the year are expected to amount to USD -60 to 30 (corresponding to an EBIT of USD -45 to 45 million). The result is positively affected by lower capacity costs due to the provisions for onerous contracts, which the Company made in 2014 and As a consequence of the higher number of owned vessels and increased loan financing of these, NORDEN's future guidance will be based on Adjusted results for the year in the form of "Results for the year" excluding Profits and loss from the sale of vessels etc. as well as Fair value adjustment of certain hedging instruments. Mid-February 2016, NORDEN had covered 57% and 24% of the remaining ship days within Dry Cargo and Tankers, respectively. The relatively high number of open ship days implies that realised results will depend on market developments to a high extent. NORDEN's future guidance will be based on "Adjusted results for the year". Sale and purchase of vessels continue to be an integrated part of NORDEN s business, and NORDEN expects further changes to the core fleet resulting from the implementation of the new strategy Focus & Simplicity, which involves intensified focus on fewer vessel types within Dry Cargo. The cash flow effect from known investments (CAPEX) is expected to amount to USD -20 to -40 million net, which essentially includes known investments in newbuildings of USD 61 million net. Added to this are investments related to dockings in 2016 of USD 15 million. Events after the reporting date No significant events have occurred between the reporting date and the publication of this annual report that have not already been included and adequately disclosed in the annual report and that materially affect the Company s results of operations or financial position. Outlook for 2016 USD million Dry Cargo Tankers Group Adjusted results for the year -85 to to to 30 Known profits from sale CAPEX -20 to -40 Forward-looking statements This annual report contains certain forward-looking statements reflecting management s present judgment of future events and financial results. Statements relating to 2016 and the years ahead are inherently subject to uncertainty, and NORDEN s realised results may therefore differ from the projections. Factors that may cause NORDEN s realised results to differ from the projections in this annual report include, but are not limited to: Changes in macroeconomic and political conditions particularly in the Company's principal markets; changes to NORDEN s rate assumptions and budgeted operating expenses; volatility in freight rates and tonnage prices; regulatory changes; counterparty risks; any disruptions to traffic and operations as a result of external events, etc.

12 10 MANAGEMENT COMMENTARY / VALUE CREATION Value creation Voyage optimisation creates value New performance measure for earnings NORDEN TCE Core fleet and operator activities must be evaluated as one An important part of NORDEN s value creation within dry cargo is the ability to combine cargoes with short-term chartered tonnage. In recent years, a considerable part of the Company s activities has thus not been based on the core fleet but rather on tonnage chartered for a single voyage or for less than 13 months. In each of the recent years, NORDEN has in this manner added approximately 30,000 ship days, which are not considered core fleet. In some years, this addition corresponded to a doubling of NORDEN s capacity. Focus on value creation Once the core fleet is purchased or chartered, costs are more or less fixed and it consequently makes sense to focus on optimisation of earnings from the vessels defined by realised TCE. This is, however, not the case for operator activities where both vessel costs and earnings continuously fluctuate according to market conditions. Low earnings are not necessarily a bad thing if vessel costs are similarly low. And vice versa, a high TCE is not necessarily a good thing since vessel costs can be even higher. As for operator activities, it consequently makes more sense to focus on the margin created when cargoes and vessels are combined. Within NORDEN s dry cargo business, the mixture of core fleet and operator activities will typically make it difficult to measure the activities individually; long-term cargo contracts are, for instance, lifted on short-term chartered vessels, and spot cargoes are lifted on long-term chartered or owned vessels. Since vessels and cargoes are handled collectively on a portfolio basis, it does not make sense to measure core fleet TCE and the margin of operator activities seperately. For that reason, NORDEN has defined a total measure which takes account of both. The measure, which is called "NORDEN TCE", is calculated as the total of TCE earnings from the core fleet and the contribution margin from the non-core fleet divided out on the core fleet ship days. The reasoning behind this is to regard the operator activity as a mean to improve the earnings of the core fleet. The number of days in the operator business is not essential and neither is the revenue it generates. The essential aspect is how it contributes to the total result. Optimisation of core fleet earnings per day will thus take place by optimising the total of earnings from the core fleet vessels and the margin NORDEN has defined a total measure which takes account of both the core fleet and operator business which is obtainable from the non-core fleet vessels measured per day in the core fleet. In use from the first quarter of 2016 Below is a graph showing the average TCE for NORDEN s Panamax fleet during the last 12 quarters. The classical TCE, as published in NORDEN s interim and annual reports, is depicted together with a TCE calculated using the new method. Beginning with the interim report for the first quarter of 2016, the Company will report on dry cargo earnings based on this new TCE definition. TCE calculation going forward New NORDEN TCE Former TCE used in interim and annual reports USD per day 20,000 16,000 12,000 8,000 4,000 0 Q1-13 Q2-13 Q3-13 Q4-13 Q1-14 Q2-14 Q3-14 Q4-14 Q1-15 Q2-15 Q3-15 Q4-15 By measuring how much the chartered fleet contributes to the core fleet TCE, a more true and fair view of the company's activities is obtained. Furthermore, the volatility in the market is more clearly presented. This is apparent in the graph to the left where the former TCE calculation for a Panamax vessel is compared to the adjusted TCE calculation, which NORDEN will use in the future.

13 ASSET MANAGEMENT / MANAGEMENT COMMENTARY 11 Asset Management Dry cargo fleet adjusted to challenging market Opportunistic S&P of vessels in Tankers Significant drop in the value of dry cargo vessels Sale and purchase combined During 2015 as part of the strategy "Focus & Simplicity", NORDEN gathered sale and purchase as well as long-term charter procurement in a new unit, Asset Management, which covers both Dry Cargo and Tankers. The new unit has been very active adjusting the Company's exposure to the markets. During the year, 25 vessel transactions to and from the core fleet have been carried out, of which the main part have contributed to reducing NORDEN's exposure to the dry cargo market in 2016 and New definition of core fleet The Company has changed the definition of core fleet, meaning that a vessel is now classified as part of the core fleet if it is either owned by NORDEN or if the charter period for a time charter vessel is 13 months or more, regardless of whether a purchase option on the vessel is included. The change entails a slight increase of the core fleet. Dry Cargo Within dry cargo, focus has been on minimising exposure to the challenging markets. Through a number of transactions, the Company has postponed the deliveries of a number of newbuildings by 2-3 years: 4 newbuildings with delivery in 2015 or 2016 have been sold, while NORDEN has also taken advantage of the attractive newbuilding prices and entered into agreements on delivery of 3 vessels in 2018/19. In addition, the delivery time for selected time charter vessels has been postponed. NORDEN has also achieved attractive savings on certain time charter vessels by prepaying parts of the hire. In continuation of the strategy s focus on ownership of Supramax and Panamax vessels, NORDEN has sold its Capesize vessels. The core fleet in this segment thus solely consists of 1 vessel on time charter that expires in 2017, and 1 vessel on time charter with planned delivery to NORDEN in Tankers In the tanker segment, trading activity has to a greater extent been driven by opportunism, where the Company has continuously explored the possibilities for selling as well as purchasing and chartering tonnage to support the commercial flexibility which the strategy promotes. During 2015, NORDEN has sold 3 MR vessels, purchased 1 Handysize product tanker and entered into attractive time charter agreements concerning 2 LR1 vessels and 5 MR vessels, as replacement for current T/C vessels which are to be redelivered. Development of fleet values As a consequence of the contrasting developments in market rates within dry cargo and tankers, vessel prices have also developed differently within the 2 segments. The very poor dry cargo market has entailed that the value of dry cargo vessels has dropped significantly, especially in the fourth quarter, which saw values drop by 20%. In total, the value of a 5-year old Panamax vessel decreased by about 30% during 2015 (Source: Baltic Exchange). Newbuilding prices for dry cargo vessels did not decrease quite as much and ended approximately 10% lower compared to the start of the year. Development in NORDEN's core fleet 2015 Dry Cargo Tankers Contracted NB 3 Supramax NB Purchases 1 Supramax 1 Handy (not delivered per 31/12) Timecharters 4 Supramax NB (2.5 yrs) 2 LR1 NB (3.0 yrs) 5 MR NB (4.2 yrs) Sales 2 Capesize (not delivered per 31/12) 3 MR 1 Panamax NB (not delivered per 31/12) 3 Supramax NB (2 not delivered per 31/12) "NB" stands for New Building, numbers in parenthesis is the average duration. NORDEN's fleet at 31 December 2015 Vessels in operation 2015 Owned vessels (A) 48.0 Chartered vessels with period exceeding 13 months 71.5 Active core fleet Chartered vessels with period under 13 months Active fleet Vessels to be delivered Owned vessels (B) 11.5 Chartered vessels with period exceeding 13 months 20.0 Total for delivery to core fleet 31.5 Total core fleet (A) of which 2 units sold, but not delivered (B) of which 3 units sold, but not delivered Note: Vessels which are jointly owned or chartered directly by a pool are adjusted based on ownership share and pool percentage, respectively.

14 12 MANAGEMENT COMMENTARY / ASSET MANAGEMENT Conversely, the value of product tankers has increased slightly during the year, and a 5-yearold MR vessel is thus worth 10% more at the end of 2015 compared to the beginning of the year. Considering the very strong spot market rates, this is a moderate increase, which is due to, among other things, the fact that the newbuilding prices for product tankers have not increased during the year, and this sets a limit on the values of secondhand tonnage. Market value of NORDEN s fleet and impairment As announced in Company announcement No 2/2016 of 20 January 2016, at the end of 2015 the Company conducted a write-down of USD 180 million of owned dry cargo vessels and further provision of USD 160 million for onerous time charter contracts. For a more detailed description, see note 12 to the financial statements "Tangible assets". Based on the average of 3 independent broker valuations, the market value of NORDEN s 48 owned vessels and 11.5 newbuilding orders including joint ventures and assets held for sale at year-end was estimated at USD 1,203 million. The difference between the lowest and the highest valuations from the 3 brokers calculated per vessel is USD 179 million. Following the write-down of the book values, the estimated market value is USD 23 million Development of vessel values (5 year old vessel) USD million MR Panamax (Dry Cargo) 5 0 Jan 13 Jul 13 Jan 14 Jul 14 Jan 15 Jul 15 Jan 16 The markets were also reflected in the value of secondhand vessels. The value of a 5-year Panamax vessel dropped by 30% during 2015, whereas a secondhand MR product tanker increased by 10%. lower than the carrying amounts and costs. The Company has therefore carried out a routine impairment test. On that basis, NORDEN has found that there is no need to write down the carrying amounts or make further provisions for onerous time charter contracts. Purchase and extension options NORDEN has 64 charter agreements with purchase and extension options and thus an advantageous exposure to increasing markets. However, due to the historically poor market conditions in the dry cargo market, the options hold a relatively low value at present. The value is calculated to USD 14 million at the end of 2015 (the method and assumptions for calculating the value is described on the Company s website). A 10% increase in T/C rates and vessel prices would mean a 36% increase in the option value, whereas a corresponding 10% drop would mean a 29% drop in value. Fleet values at 31 December 2015 USD million Owned (active and newbuildings) Broker Broker Carrying estimated estimated amount/ value of value of Dry Cargo Number Average dwt. cost owned vessels* charter party Added value Capesize , Post-Panamax , Panamax , Supramax , Handysize , Total Dry Cargo Tankers LR MR , Handysize , Total Tankers Total ,226 1, * Including joint ventures and assets held for sale, but excluding charter parties, if any.

15 ASSET MANAGEMENT / MANAGEMENT COMMENTARY 13 NORDEN has actively adjusted the order book to the challenging markets in dry cargo, and only 2.5 owned dry cargo newbuildings will be delivered in the coming 2 years. Expected deliveries to NORDEN's core fleet at 31 December Total Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Dry Cargo Capesize (1) 1.0 Panamax 1 (1) (1) (2) Supramax 1 (2) 0.5 (1) 1 2 (4) 1 (1) Tankers LR1 (2) 2.0 MR (1) (1) (1) (1) (1) 5.0 Handysize 0.0 Total Note: Figures in brackets are deliveries of chartered vessels to the core fleet, whereas deliveries from the Company's newbuilding programme are stated without brackets. Figures are adjusted for ownership share. 3 of the above included vessel have been sold per delivery from the yard: Panamax Q1 2016, Supramax Q1 2016, Supramax Q

16 14 MANAGEMENT COMMENTARY / COST FOCUS AND TECHNICAL OPERATION Cost focus and technical operation Annual savings of USD 8.7 million achieved OPEX decreased by 3.8% per day Focus on fuel consumption With an up-to-date organisation and a clear focus on costs and procedures, NORDEN has implemented a number of initiatives which have lowered operating costs and increased efficiency. In the autumn of 2014, NORDEN launched a cost saving programme to improve the Company s position in the continued difficult dry cargo markets. In 2015, the Company has identified and achieved a number of savings on vessel operating costs and voyage related costs such as port charges, charges for pilot and tugboat services etc. The initiatives will produce yearly savings of more than USD 8.7 million. The cost-saving programme continues, and the goal is to have reduced vessel costs by USD 20 million a year within a 3-year period. OPEX NORDEN's average operational expenditure on owned vessels (OPEX) can be seen in the table on page 15. The figures cover expenses for crewing, education and training, repair and maintenance costs, costs of insurance as well as other operating costs. Compared to 2014, the figures show a decrease of approximately 3.8%, which is a result of the above-mentioned initiatives as well as USD exchange rate movements. NORDEN strives to further reduce OPEX over the coming years. Fuel costs Another significant expense item is vessel fuel. The price of bunkers has followed the general fall in oil prices, however, bunkers continue to make up the largest single expense item in connection with vessel voyages. In 2015, bunker costs amounted to USD 365 million, and considerable savings are thus attainable through a more fuel efficient employment of the fleet. A number of initiatives including design and maintenance changes have been carried out to reduce fuel consumption.

17 COST FOCUS AND TECHNICAL OPERATION / MANAGEMENT COMMENTARY 15 Daily consumption report In 2013, NORDEN set up a Fuel Efficiency team. The team has developed new systems making it possible to monitor a vessel s daily fuel consumption and compare this to the expected consumption level taking into consideration current weather conditions, cargo and other circumstances. The operators thus have a tool for quickly detecting and correcting any discrepancies between actual and expected consumption and for ensuring that the speed of a vessel is correct at any given time taking into account the market, the weather and the condition of the vessel. The vessels continuously receive instructions based on this data. Systematised cleaning Based on the daily consumption curves, it is possible for NORDEN to monitor the development as well as ensure well-organised cleaning of hull and propeller. Fouling of the hull and propeller increases bunker consumption significantly, and the Company has consequently compiled a list of relevant cleaning companies worldwide for the purpose of optimising timing and lowering the costs of hull and propeller cleaning. Modern fleet Owing to the ongoing optimisation of the order book as well as the sale and purchase of vessels, NORDEN s fleet is among the most modern in the industry. The Company focuses on reaping the benefits of this through, among other things, continued minimisation and process optimisation of the ongoing operating and maintenance costs without compromising safety. In cooperation with the commercial departments and Asset Management, the Technical Department organises and carries out complete assessments twice a year of all the vessels in NORDEN s fleet. This ensures overview of current and future tasks, which makes it possible to optimise planning and completion of maintenance work in the best way possible. Daily OPEX by vessel type 2015 USD Dry Cargo Panamax 5,490 Dry Cargo Supramax 4,726 Tankers MR 6,341 Tankers Handysize-T 6,641

18 16 MANAGEMENT COMMENTARY / RISK MANAGEMENT Risk management Active risk management through hedging and diversification Credit rating of counterparties Bunker hedging Below follows a review of the material commercial risks. For a review of the financial risks, please see note 2 on page 51 as well as the section "Financial position" on page 8. Fluctuations in ship values Changes in ship values have a significant impact on the value of the Company, both directly on the value of the owned fleet and indirectly through the value of purchase options. Fluctuations in freight rates Purchasing and chartering vessels imply a risk as the Company assumes financial liability in expectation of generating earnings which are dependent on the freight market. To control the uncertainty relating to earnings, future open ship days are covered by cargo contracts, T/C contracts and Forward Freight Agreements (FFAs) to the extent it is possible and Management finds it attractive. Active risk management plays a central role in NORDEN. An important element is NORDEN s diversification of its business by being active in 2 segments: Dry Cargo and Tankers. It is NORDEN s policy to only assume material risks within the commercial aspects of its shipping operations. Other risk factors should be avoided or limited by hedging the exposure, through diversification or guarantees. The Executive Management is responsible for identifying material risks and developing the Company s risk management. Exposures and the utilisation of the framework are reported to the Board of Directors on a monthly basis. NORDEN is continuously focusing on how to optimise the portfolio of owned vessels NORDEN is continuously focusing on how to optimise the portfolio of owned vessels; be it in relation to ongoing replacement of older vessels with newer vessels or newbuildings, or fuel efficiency improvement of the current fleet. At the end of 2015, coverage for 2016 constituted 51% (55%) and 16% (18%) for Dry Cargo and Tankers, respectively, corresponding to a total value of USD 216 million (USD 272 million) (see also the market sections for Dry Cargo and Tankers). Piracy, oil spills and total loss The operation of vessels exposes a number of risks. The safety of the crew is ensured by means of updated procedures, heightened focus and repeated drills. The Company follows Best Management Practices (BMP) with regard to the threat of piracy. In terms of value, the most material events are oil spills and total loss

19 RISK MANAGEMENT / MANAGEMENT COMMENTARY 17 (lost value of owned vessels, purchase options and charter parties). In addition to operations of a high quality and high level of safety, the Company covers these risks by taking out insurances with recognised international insurance companies. The Company further minimises the risks by operating a modern fleet and by investing in the maintenance of the vessels and in staff awareness of both external and internal environments. In general, an increased operational risk is seen in the market due to recent years poor market conditions, which e.g. cause some ship owners to economise on maintenance. Therefore, NORDEN has increased focus on the condition of the vessels in connection with short-term charters. analysis results in an internal rating, which is subsequently used for determining the allowed scope of the commitment. In connection with newbuilding contracting, it is assessed whether the credit risk in relation to prepayments to the yard should be reduced through repayment guarantees issued by banks with good credit ratings. Bunker price risk The Company s largest variable cost is fuel in the form of bunkers, and the total costs of the Company will therefore depend on the market price for bunkers. The Company uses bunker swaps to hedge future consumption of bunkers when entering into COAs in case there is no bunker adjustment clause in the agreement. Other operational risks In a global company like NORDEN, it is crucial that the Company s IT systems are always available. The IT Department has established a technical emergency capacity with an IT environment distributed on 2 locations with mirrored critical systems. Also, the Company has established an IT Disaster Recovery Plan involving the entire organisation and supporting the IT Department in setting up emergency operations as soon as possible after a disaster. Credit risks NORDEN reduces its credit risks through systematic credit assessment of counterparties and through regular monitoring of their creditworthiness. For this purpose, own analyses are applied based on external credit rating agencies and publicly available information. Each In connection with charter agreements, the Company has a bunker price risk in relation to the quantity of bunkers with which the vessel must be redelivered. Due to the uncertainty of the size of this quantity, this exposure is not hedged.

20 18 MANAGEMENT COMMENTARY / DRY CARGO Dry Cargo Historically poor dry cargo market NORDEN's earnings 37% above the market 51% of ship days in 2016 covered EBIT USD million -386 Of which write-down and provision: USD 340 million Employment and rates, Dry Cargo, year T/C NORDEN vs. Vessel type Q1 Q2 Q3 Q (USD per day)* 1-year T/C Capesize Ship days ,057 9,672-19% TCE (USD per day) 13,548 2,951 5,458 8,691 7,862 Post-Panamax Ship days ,806 7,228 11% TCE (USD per day) 9,475 6,194 8,385 8,047 8,013 Panamax Ship days 6,845 7,549 6,925 5,460 26,779 7,211 34% TCE (USD per day) 11,527 9,620 9,066 8,164 9,669 Supramax Ship days 4,874 4,582 5,032 5,598 20,086 7,239 48% TCE (USD per day) 11,360 11,405 10,324 10,047 10,743 Handysize Ship days 2,328 2,309 2,203 2,160 9,000 6,357 37% TCE (USD per day) 8,753 9,397 8,929 7,785 8,724 Total** Ship days 14,986 15,366 15,154 14,222 59,728 7,136 37% TCE (USD per day) 10,988 9,864 9,366 8,852 9,778 * Source: Clarksons ** Weighted average 1-year T/C is less standard broker commission of 3.75% (Capesize, Post-Panamax and Panamax) and 5% (Supramax and Handysize). NORDEN T/C is calculated as freight income less voyage costs (such as broker commission, bunkers and port costs), but before payment of pool management fees in cases where the vessel type is operated in a pool.

21 DRY CARGO / MANAGEMENT COMMENTARY 19 In 2015, NORDEN entered a new business area with wind turbine transports. This is the Supramax vessel NORD SUMMIT headed for its US destination with a cargo of 43 wind turbines. Key figures and financial ratios, Dry Cargo, USD millon Total Total Q1 Q2 Q3 Q4 Total Revenue 1,766 1, ,174 EBITDA Profit/loss from the sale of vessels, etc EBIT Non-current assets EBITDA margin, % 0% -18% 5% 6% 1% -61% -9% EBIT margin, % -3% -21% 2% 2% -3% - -33% Total number of ship days 74,699 66,919 14,985 15,366 15,154 14,222 59,728

22 20 MANAGEMENT COMMENTARY / DRY CARGO EARNINGS ABOVE THE MARKET, BUT DECREASING VALUES Dry Cargo earnings above the market, but decreasing values NORDEN's results In 2015, NORDEN s dry cargo activities generated an unsatisfactory EBIT of USD -386 million, of which USD -340 million is a result of writedowns of ship values as well as provision for onerous contracts. The underlying operating earnings before write-down and provision consequently constituted a loss of USD 46 million, of which vessel sales constituted USD -38 million. The dry cargo market hit new record lows in 2015 when volumes transported decreased for only the second time since Thus, not even high scrapping activity was able to prevent the oversupply of vessels from increasing due to delivery of newbuildings which led to decreasing rates and ship values throughout the year. The average Baltic Dry Index for the year ended at the lowest level in more than 25 years. NORDEN s earnings were considerably above market rates as average earnings were 37% above the 1-year T/C rates and 62% above spot rates. The result was obtainable due to value creating operator activity, focus on costs and a deliberate choice made at the end of 2014 to increase coverage for NORDEN s business NORDEN s activities within dry cargo concentrates on the vessel types Handysize, Supramax and Panamax, which provides customers and NORDEN with increased flexibility when it comes to trade patterns than the larger vessel types. The focus on these vessel types also means that NORDEN s cargo composition stands apart from the general dry cargo market. Since grain products are mainly carried on Supramax and Panamax vessels, these cargoes make up a much larger share of NORDEN s transports than seen in the total market, and in 2015, NORDEN transported the same volume of grain as coal for the first time ever. In contrast, iron ore constitutes a smaller share of the Company s cargoes since iron ore is mainly carried on the larger Capesize vessels. Moreover, NORDEN s fleet composition entails a different geographical distribution of activities than seen in the general market where China, Japan and Korea make up a considerably larger share. With the strategic decision to focus on Supramax and Panamax to a higher extent, NORDEN will increase the geographical spread of the business and reduce the share of iron ore in the transported volumes in the future. At the end of 2015, the 20 largest counterparties in Dry Cargo included 5 (5) mining companies, 1 (1) energy company, 7 (6) industrial enterprises, 1 (0) shipping company, 4 (6) commodity distributors and 2 (2) financial institutions. The Company's commercial credit exposure in Dry Cargo totalled USD 556 million (USD 709 million) at the end of NORDEN s transports compared to the market Geographic distribution of imports % Coal Steel products Iron ore Grain Cement products Fertiliser Wood products Other % China India North America South America Europe Japan & South Korea Other Asia Other NORDEN Market 0 NORDEN Market Sources: GTT and NORDEN Sources: GTT and NORDEN